As the sun begins to set, a voice comes over the 1 Main Circuit (1MC) calling for darken ship. White lights change to an eerie red as the day crew makes their way to their racks. The night crew emerges like spiders crawling out of a crack transiting through passageways to get to their work stations. The hangar bay doors open to the brisk night air that caresses the aircraft that is dimly lit by orange lights. The night has just begun and so has the work day for many Sailors aboard USS Harry S. Truman (CVN 75).

"As soon as the sun goes down, a lot of things change," said Aviation Boatswain's Mate (Handling) 1st Class Josh Clark, a flight deck leading petty officer. "In an already very unforgiving environment, it gets even more unforgiving."

For Sailors on the flight deck, operations continue as the day turns to night with additional rules in place once the sun goes down, including more safety personnel on deck.

"The environment on the flight deck is dangerous at all times," said Clark, "But with limited visibility at night, it becomes even more dangerous, so, we have to stay as alert as possible. All of us have a flash light and we have more safeties in place before we move aircraft within inches of each other. There are controls in place to make it safer for us, but other than that, we perform the same duties at night as we do in the day."

Opening a heavy hatch, leading ladderwells down, winding and weaving, one can make their way to the hangar bay where Sailors from Aircraft Intermediate Maintenance Department (AIMD) execute maintenance beneath the eerie orange glow of the lights above them.

"We run all of our work centers 24 hours a day, seven days a week," said Chief Aviation Electronics Technician Jerrod Jenkins. "We have to do that because aircraft need parts repaired around the clock. If planes are flying, we are working."

Jenkins added that a lot of work can only be done at night, such as, running engine test cells and using specific types of paint on aircraft that can only be sprayed on at night.

Trekking back up the winding ladderwells from the first deck to the navigation bridge, the eyes of the ship peer out onto the pitch-black seas, navigating the carrier through the dark.

"At night we can't see as well, so, we have to be more vigilant," said Quartermaster 2nd Class Dalia Plancarte. "There are so many wrecks and submerged ships, objects and cables, and, our job is to help navigate the ship safely around those obstacles."

The importance of standing a proper watch is emphasized at night. Sailors throughout the ship are well aware of the consequences if they aren't especially watchful.

"People tend to be more tired at night, which breeds complacency and reduced vigilance," said Lt. Cmdr. James Elmore, Truman's damage control assistant. "As a bridge watchstander, you are charged with standing a vigilant watch. In order to remain vigilant, you must make sure you get adequate rest when you can, and develop mechanisms to keep your bridge watch team alert throughout the night."

Seaman Michael Wise, who has stood night watch at the ship's helm often, said the watch is unique.

"Night watch at the helm is the most important watch because while everyone is asleep, we need to remain vigilant and aware," said Wise. "The ship moves faster at night and visibility is low, but, you have to remain vigilant in order to avoid casualties such as collisions."

Traveling back down to the catacombs of Truman, or reactor spaces, you find the beating heart of the ship.

"Reactor [Dept] stands watch on a rotating schedule; from five [hours] on ten off, to, five on fifteen off," said Master Chief Electronics Technician Victor Harris. "Due to ship's operations, a lot happens at night or very early morning to avoid impacting flight operations and the ship's mission."

Harris also said that there isn't much difference between night and day responsibilities for Reactor Department; the only difference is there is classroom training during the day.

"The only challenge night brings is fatigue or letting one's guard down," said Harris. "The only real way to combat this is for supervisors to patrol spaces and ensure that their Sailors are remaining vigilant and meeting expectations."

Like a shark in the water that never stops swimming, Truman's propellers are always turning.

"The ship never sleeps," said Jenkins. "At best, when times are slow, she might rest briefly. From top to bottom, stern to bow, you will find someone working at any given point in a 24-hour period onboard Truman."

Truman has successfully completed Tailored Shipboard Test Availability and Final Evaluation Problem (TSTA/FEP) and is underway preparing for future operations.

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